Off-Road Recreational Vehicle

ABSTRACT

Embodiments relate to an off-road vehicle comprising a frame, including at a frame, a passenger compartment, a driveline that includes at least a drive system and a driven system, and a constant velocity (CV) joint for coupling the driven system to the drive system. The CV joint includes a housing, a coupling shaft, a detent, a plunge pin and an actuation pin, wherein the actuation pin has a first end that is accessible via an aperture in the housing, wherein actuation of the actuation pin determines whether the plunge pin is in the first position or the second position.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of U.S. application Ser. No.15/811,011, filed Nov. 13, 2017 and titled “Off-Road RecreationalVehicle”, the contents of which are incorporated by reference in theirentirety.

BACKGROUND

Off-road recreational vehicles, such as side-by-side recreationaloff-highway vehicles (“ROVs”) or all-terrain vehicles (“ATVs”), arequite capable in a wide variety of riding environments and situations,whether for sport or utility purposes. The vehicles can be easy to enterand exit and easy to operate with controls and ergonomics somewhatsimilar to automobiles. However, unlike most automobiles, off-roadrecreational vehicles can be driven on harsh off-road terrain.

SUMMARY

According to some embodiments, an off-road vehicle includes a frame, apassenger compartment, a driveline, and a constant velocity (CV) joint.The driveline includes at least a drive system and a driven system. TheCV-joint is coupled to provide power from the drive system to the drivensystem, and includes a housing, a coupling shaft, a detent, and a plungepin. The housing includes a first end for engaging a driven shaft and asecond end opposite the first end. The coupling shaft is located at thesecond end of the housing and is configured for engagement with thedrive system. The detent extends to an outer periphery of the couplingshaft and is configured to maintain engagement between the couplingshaft and the drive system. The plunge pin is disposed at leastpartially within the coupling shaft and movable relative thereto, theplunge pin having a first position that maintains the detent in anengaged position with the drive system and a second position in whichthe plunge pin is moved away from the first end of the housing to permitdisengagement of the detent with the drive system. The actuation pin islocated adjacent to the plunge pin and extends in a directionnon-parallel to the plunge pin, wherein the actuation pin has a firstend that is accessible via an aperture in the housing, wherein actuationof the actuation pin determines whether the plunge pin is in the firstposition or the second position.

In some embodiments, a constant velocity (CV) joint includes a housing,a coupling shaft, a detent, a plunge pin and an actuation pin. Thehousing has a first end for engaging a driven shaft and a second endopposite the first end. The coupling shaft is located at the second endof the housing, wherein the coupling shaft is configured for engagementwith a drive system. The detent extends to an outer periphery of thecoupling shaft and is configured to maintain engagement between thecoupling shaft and the drive system during operation. The plunge pin isdisposed at least partially within the coupling shaft and movablerelative thereto, wherein the plunge pin has a first position thatmaintains the detent in an engaged position with the drive system and asecond position in which the plunge pin is moved away from the first endof the housing to permit disengagement of the detent with the drivesystem. The actuation pin is located adjacent to the plunge pin andextends in a direction non-parallel to the plunge pin. The actuation pinhas a first end that is accessible via an aperture in the housing,wherein actuation of the actuation pin determines whether the plunge pinis in the first position or the second position.

According to some embodiments, a constant velocity (CV) joint assemblyincludes a CV housing, a plunge pin, and an actuation pin. The CVhousing has a radially extending aperture and coupling shaft extendingfrom the housing, the coupling shaft defining a hollow portion therein.The plunge pin extends within at least a portion of the hollow portionof the coupling shaft, wherein the plunge pin has a first configurationand a second configuration in which the plunge pin is axially offsetfrom the first configuration. The actuation pin extends within theaperture, the actuation pin having a recessed portion, wherein at leasta portion of the plunge pin is in contact with the actuation pin in boththe first and second configurations and, in the first or secondconfiguration at least a portion of the plunge pin is in contact withthe recessed portion.

BRIEF DESCRIPTION OF DRAWINGS

This written disclosure describes illustrative embodiments that arenon-limiting and non-exhaustive. Reference is made to illustrativeembodiments that are depicted in the figures, in which:

FIG. 1 is a side view of an off-road recreational vehicle, according tosome embodiments.

FIG. 2 is a top view of an off-road recreational vehicle, according tosome embodiments.

FIG. 3 is a side view of an off-road recreational vehicle, with bodypanels removed to illustrate various components, according to someembodiments.

FIG. 4 is a rear perspective view of an off-road recreational vehicle,with body panels removed to illustrate components of the frame anddriveline, according to some embodiments.

FIG. 5 is a rear perspective view of an off-road recreational vehicle,with body panels removed to illustrate connection of frame components toone another, according to some embodiments.

FIG. 6 is a front perspective view of an off-road recreational vehicle,with body panels removed to illustrate connection of frame components toone another, according to some embodiments.

FIG. 7 is a side view of a driveline utilized in the off-roadrecreational vehicle according to some embodiments

FIG. 8 is a perspective view of a driveline utilized in the off-roadrecreational vehicle according to some embodiments

FIG. 9 is an exploded view illustrating front suspension and fronthalf-shafts according to some embodiments

FIG. 10A is an exploded view illustrating the coupling of the rearhalf-shaft with the rear transaxle according to some embodiments

FIG. 10B is a top view illustrating the coupling of the rear half-shaftwith the rear transaxle according to some embodiments.

FIG. 10C is a cross-sectional view illustrating the rear half-shaftcoupled to rear transaxle taken along line 10-10 shown in FIG. 10Baccording to some embodiments.

FIG. 10D is a magnified view of a portion of FIG. 10C according to someembodiments.

FIGS. 11A-11B are top and side views of the rear half-shaft according tosome embodiments.

FIG. 11C is a top view of the rear half-shaft according to someembodiments.

FIG. 11D is a cross-sectional view of rear half-shaft taken along line11-11 shown in FIG. 11C, according to some embodiments.

FIG. 11E is a cross-sectional view of rear half-shaft according to someembodiments.

FIG. 12 is an exploded view of inner constant velocity (CV) jointaccording to some embodiments.

FIGS. 13A-13C are top, side, and end views of the CV joint in anuncompressed or operational state according to some embodiments.

FIG. 13D is a cross-sectional view of CV joint taken along line 13-13shown in FIG. 13C according to some embodiments.

FIGS. 14A-14C are top, side, and end views of the CV joint in acompressed or non-operational state according to some embodiments.

FIG. 14D is a cross-sectional view of CV joint taken along line 14-14shown in FIG. 14C according to some embodiments.

FIG. 15 is an exploded view of inner constant velocity (CV) jointaccording to some embodiments.

FIGS. 16A-16B are side and end views of the CV joint in an uncompressedor operational state according to some embodiments.

FIG. 16C is a cross-sectional view of CV joint taken along line 16-16shown in FIG. 16B according to some embodiments.

FIGS. 17A-17B are side and end views of the CV joint in a compressed ornon-operational state according to some embodiments.

FIG. 17C is a cross-sectional view of CV joint taken along line 17-17shown in FIG. 17B according to some embodiments.

FIG. 18 is an exploded view of inner constant velocity (CV) jointaccording to some embodiments.

FIGS. 19A-19C are top, side and end views of the CV joint in anuncompressed or operational state according to some embodiments.

FIG. 19D is a cross-sectional view of CV joint taken along line 19-19shown in FIG. 19C according to some embodiments.

FIGS. 20A-20C are top, side and end views of the CV joint in acompressed or non-operational state according to some embodiments.

FIG. 20D is a cross-sectional view of CV joint taken along line 20-20shown in FIG. 20C according to some embodiments.

FIG. 21A-21B are end views of the CV joint in an operational state and anon-operational state according to some embodiments.

FIG. 22 is a perspective view of a plunge pin according to someembodiments.

FIG. 23 is a side view of the plunge pin shown in FIG. 22 according tosome embodiments.

FIG. 24 is a cross-sectional view of the plunge pin taken along line23-23 shown in FIG. 23 according to some embodiments.

DETAILED DESCRIPTION

In some embodiments, a utility vehicle, such as a recreationaloff-highway utility vehicle is shown. The contents of U.S. applicationSer. No. 15/811,011, filed Nov. 13, 2017; titled “OFF-ROAD UTILITYVEHICLE”; are herein incorporated by reference.

As shown in FIG. 1 an embodiment of an off-road vehicle 10 includes aplurality of ground engaging members 50, a front suspension assembly 72(FIG. 4), a rear suspension assembly 38 (FIG. 4), a frame 12, and one ormore body panels 200. In some embodiments, the off-road vehicle 10further comprises a cargo box 202 (FIG. 2).

In some embodiments, the frame 12 includes a ROPS (roll-over protectionstructure) 210 and a main frame 212. In some embodiments, the ROPS 210is attached to the main frame 212. As used in herein, the term “frame”12 includes both the ROPS 210 and main frame 212. In some embodiments,main frame 212 and/or ROPS 210 are comprised of structural members 204(FIG. 3) which are coupled together (e.g., welded, bolted, glued).Further, the structural members 204 can be tubular steel or aluminum,stamped sheet metal (e.g., steel, aluminum), hydroformed, cast, forged,or formed in any other suitable manner. The off-road vehicle 10 can be2-wheel or 4-wheel drive. Further, it can have any suitable style ofdrive system. In some embodiments, the off-road vehicle 10 is 4-wheeldrive and includes a differential one or both the front end and rear endof the off-road vehicle 10. The differentials can include optionallocking differentials or they can be open differentials, which can bemanually selectable by an operator or engaged automatically in responseto terrain conditions (e.g., wheel slip). In some embodiments, theoff-road vehicle has a limited slip differential (e.g., clutch pack,Quaife, Torsen) or any other suitable configuration (e.g., spool).

With further regard to FIG. 3, in some embodiments, the off-road vehicle10 includes a seating area 206. The seating area 206 includes one ormore seats 208. Further one or more of the seats 208 can be arranged inany configuration, such as a side-by-side configuration. Further still,the seats 208 can include bench seats, bucket seats, or a combination ofboth bench and bucket seating. In some embodiments, one or more of theseats 208, or portions thereof, are adjustable.

As shown in FIG. 3, in some embodiments, the off-road vehicle 10includes a steering wheel 214 which is coupled, for example via asteering linkage, to at least two of the ground engaging members 50, forexample front ground engaging members. The steering wheel 214 is coupledto the front ground engaging members 50 (e.g., tires) in any suitableway, for example by mechanical steering linkage, electric power steering(EPS), hydraulically assisted power steering, electric power steeringwithout mechanical linkage (e.g., drive-by-wire), electric assistedpower steering ((EPAS), e.g., including pull-drift compensation, activenibble control, etc.) or in any other suitable way. Further, in someembodiments, the steering can include variable ratio steering and it canbe programmable such that the user can set the steering ratio (andrate-of-change of steering ration, if it is variable) to illicit asteering response in accordance with the user's or manufacturer'sdesires (e.g., exhibiting understeer characteristics). As further shownin FIG. 3, in some embodiments, the steering wheel 214 tilts, shown viaarrow 216. In some embodiments, tilt assembly 218 allows steering wheel214 to be tilted as shown.

With regard to FIG. 4, the off-road vehicle 10 includes a gear shiftselector 222. The gear shift selector 222 is coupled to thetransmission/transaxle 224, for example via a push-pull cable 226. Theoff-road vehicle 10 further includes a radiator 142 and coolant lines(or coolant hoses) 156.

With regard to FIGS. 5 and 6, in some embodiments, the ROPS 210comprises two detachable portions: a first detachable ROPS portion 244and a second detachable ROPS portion 246. In some embodiments, thesecond detachable ROPS portion 246 is rearward of the first detachableROPS portion 244. In some embodiments, the first and second detachableROPS portions 244, 246 are coupled to one another via one or moredisconnects 36. In some embodiments, the disconnects 36 comprisecastings that mate with opposing disconnects. As shown in FIG. 5, forexample, disconnect 36 a is configured to mate with disconnect 36 b.

In some embodiments, the ROPS 210 includes one or more lengthwise ROPSmembers 248. In some embodiments, the ROPS 210 includes three lengthwiseROPS members 248 which are generally parallel to one another. In someembodiments, one or more of the lengthwise ROPS members 248 are bowedoutwardly. As shown in FIG. 5, in some embodiments, the ROPS 210 furtherincludes a front transverse ROPS member 250 and a rear transverse ROPSmember 252. In some embodiments, one or both of the front transverseROPS member 250 and a rear transverse ROPS member 252 are bowed. Asshown in FIG. 5, in some embodiments, the front transverse ROPS member250 is bowed forwardly such that the middle of the front transverse ROPSmember 250 is forward of the left and right ends of the front transverseROPS member 250.

In some embodiments, the ROPS 210 includes an A-pillar member 254. Insome embodiments, the A-pillar member 254 is formed form the same pieceof tubing as a lengthwise ROPS member 248. In some embodiments, the ROPS210 includes front V-brace members 256. In some embodiments, the frontV-brace members 256 are coupled to the front transverse ROPS member 250,for example via welding. In some embodiments, the front V-brace members256 are further comprise disconnects and are removably coupled to matingdisconnects. In some embodiments, the front V-brace members 256 have asmaller diameter than the diameter of the A-pillar member(s) 254.

In some embodiments, the ROPS 210 includes an intermediate pillar member258 and a rear pillar member 260, as shown for example in FIG. 5. Insome embodiment, the intermediate pillar member 258 and rear pillarmember 260 are coupled via a pillar bracing member 262. In someembodiments, one or both of the intermediate pillar member 258 and rearpillar member 260 include disconnects 36 such that the second detachableROPS portion 246 can be removed from the main frame 212.

In some embodiments, the ROPS 210 includes rear V-brace members 264(FIG. 5). In some embodiments, the rear V-brace members 264 are coupled(e.g., welded) to rear pillar members 260 and rear transverse ROPSmember 250. In some embodiments, the ROPS 210 includes one or moregussets to add strength to ROPS 210. In some embodiments, the gussetsare welded to adjacent ROPS members.

In some embodiments, for example as shown in FIGS. 5 and 6, the mainframe 212 includes outer lower frame member(s) 268, front lateral lowerframe member(s) 270, rear outer lateral lower frame member(s) 272, rearinner lateral lower frame member 274, inner lower frame member(s) 276,joining lower frame member(s) 278, rear outer upstanding supportmember(s) 280, front outer upstanding support member(s) 282,intermediate outer upstanding support member(s) 284, diagonal outersupport member(s) 286, rear inner upstanding lower support member(s)288, rear intermediate lateral frame member 290, rear upper lateralframe member 292, rear inner upstanding intermediate support member(s)294, rear outer lengthwise frame member(s) 296, rear outer lateral framemember(s) 298, rear inner lengthwise frame member(s) 300, upper lateraldash support member 302, lower lateral dash support member 304, frontupper lengthwise frame member(s) 306, front upper lateral frame member308, front upper intermediate lateral frame member 310, front upstandingframe member(s) 312, upper lengthwise dash support member(s) 314, frontlengthwise bridging member(s) 316, front intermediate support member(s)318, front intermediate bridging member(s) 320, front upper bridgingmember(s) 322, front intermediate dash support member 324, steeringsupport member 326.

In some embodiments, the frame 12 includes a removable front subframe100 (FIG. 6). In some embodiments, the removable front subframe 100 iscoupled (e.g., via fasteners such as bolts) to the front lateral lowerframe member 270 via lower front subframe casting. The lower frontsubframe casting 328 is coupled to the front lateral lower frame member270, for example, via welding.

With further regard to FIGS. 5 and 6, in some embodiments, the frame 12includes a removable rear subframe 118. In some embodiments, the rearsubframe 118 includes disconnects 36 which couple the rear subframe 118to the rear outer lateral frame member 298, for example via tubesegments 336 extending downwardly from the rear outer lateral framemember 298. In some embodiments, the rear subframe 118 is furthercoupled to the rear inner lateral lower frame member 274, for examplevia lengthwise tube segments 338. In some embodiments, the rear subframe118 comprises one or more laterally extending tube connection members340. In some embodiments, the rear subframe 118 includes one or morerear subframe panels 342 (e.g., stampings), as shown in FIGS. 5 and 6,to join adjacent rear subframe members 344.

As shown for example in FIGS. 7 and 8, the off-road vehicle 10 includesa driveline 350. Referring to FIGS. 7 and 8, in some embodiments, theoff-road vehicle 10 includes a longitudinally extending driveshaft 92.In some embodiments, the driveshaft 92 is a two-piece driveshaft, forexample having a first section 92 a and a second section 92 b, as shownin FIGS. 7 and 8, however, it can also be a single piece driveshaft,three piece driveshaft, etc. Where a two-piece driveshaft 92 isutilized, a bearing mount 352, including a bearing such as a ballbearing, can be located at the joint between the first section 92 a andthe second section 92 b. Further, the bearing mount 352 can be used tosecure the driveshaft 92 to the frame 12, while permitting rotation ofthe driveshaft 92. In some embodiments, one or more portions of thedriveshaft 92 extend beneath a portion of the engine 86, as shown inFIG. 7.

In some embodiments, the driveshaft 92 is selectively coupled to a frontdifferential 98. In some embodiments, the front differential 98 caninclude a locker, for example as disclosed in U.S. Pat. No. 7,018,317,the contents of which are herein incorporated by reference.

As further shown in FIGS. 7 and 8, in some embodiments,transmission/transaxle 224 (shown in FIG. 4) includes a continuouslyvariable transmission (“CVT”) 354, which in turn includes a drive clutch356 and a driven clutch 358. The drive clutch 356 and driven clutch 358have a belt 360 extending therebetween. In some embodiments, the drivenclutch 358 is coupled to a transaxle 90. In some embodiments, thetransaxle 90 has: one or more forward gears, one or more reverse gears,and neutral. Further, in some embodiments, the transaxle 90 has a parksetting. Each of the gear settings can be selected by an operator, forexample via gear shift selector 222 (FIG. 4). As discussed in moredetail below, transaxle 90 may be coupled to first and second rearhalf-shafts, wherein the rear half-shafts transmit power from transaxle90 to rear ground-engaging member 50. Similarly, front differential 98may be coupled to first and second front half-shafts, wherein the fronthalf-shafts transmit power from front differential 98 to frontground-engaging member 50. For purposes of this description, transaxle90 and front differential 98 may be generically referred to as “drivesystems”, while rear half-shafts and front half-shafts connected theretomay be generically referred to as “driven systems”.

Referring now to FIG. 9, a perspective view of a front suspensionassembly 72 is shown, which includes upper A-arms 80, lower A-arms 78,and front anti-roll bar (ARB) 348. In some embodiments, the upper A-arms80 are movably coupled to the front upper A-arm support member 330, forexample via upper A-arm mount(s) 346. In some embodiments, the frontanti-roll bar 348 is coupled to the lower A-arms 78. In someembodiments, the front anti-roll bar 348 is rotatably coupled to frontARB support member 520, via front ARB hangar(s) 522. In someembodiments, the lower A-arms 78 are coupled to the anti-roll bar 348via front ARB links 524. In some embodiments, the front ARB links 524include spherical joints 526 at one or both ends thereof, as shown inFIG. 9, for example. As also shown in FIG. 9, in some embodiments, thespherical joints 526 each have a nominal axis (528, 530) though which afastener is inserted. In some embodiments, the nominal axes 528 and 530are non-parallel and, in some embodiments, are perpendicular to oneanother. In some embodiments, for example as shown in FIG. 9, the frontARB links 524 are coupled to a central support 532 which extendsintermediate the forward and rearward arms of the lower A-arm 78.

With regard to FIG. 9, a front half-shaft assembly 82 includes innerconstant velocity (CV) joint 600 and outer CV joint 602. In thisembodiment, the front half-shaft 82 delivers power from the frontdifferential 98 (shown in FIGS. 7 and 8) to the wheel hub 534 andassociated ground-engaging members 50. In particular, inner CV joint 600and outer CV joint 602 allow for movement of ground-engaging members 50relative to front differential 98 during suspension movement and furtherallow the front knuckle 506 to turn for steering the vehicle.

For various reasons such as, but not limited to, maintenance,inspection, or damage, it may be necessary to remove and replace fronthalf-shaft 82 from front differential 98. To accommodate easy removal,some embodiments rely on a plunge pin assembly described in more detailwith respect to FIGS. 11A-20D, below. In general, the plunge pinassembly includes a plunge pin accessible to an operator that allows foreasy actuation of the plunge pin to disengage coupling between the twocomponents, such as between the front half-shaft 510 from the frontdifferential 98. In other embodiments, plunge pin assembly may beutilized to disengage other coupled components, such as outer CV joint602 from wheel hub 534. Generally, the plunge pin assembly is utilizedto decouple/disengage a driven system from a drive system.

In the embodiment shown in FIG. 9, external splines on the outward endof front half-shaft 82 interact with internal splines on the wheel hub534 to thereby drive the wheel hub 534. In addition, external splines onthe inward end of front half-shaft 82 interact with internal splines 99on the front differential 98 (shown in FIG. 8), such that fronthalf-shaft 82 is driven by front differential 98. In the embodimentshown in FIG. 9, CV joint 600 is utilized to allow articulation ofdriven shaft 601—located between inner CV joint 600 and outer CV joint602—relative to front differential 98 while maintaining constantrotational velocity between them. Likewise, front half-shaft 82 iscoupled to wheel hub 534 via CV joint 602. In some embodiments, a frontknuckle 506 includes an bearing 536; an inner portion 538 of the wheelhub 534 rides on the bearing 536. In some embodiments, a brake rotor 540is coupled to the wheel hub 534 inwardly of the flange portions of wheelhub 534.

In some embodiments, inner CV joint 600 is affixed to front differential98 by a detent and a plunge pin assembly, discussed in more detailbelow. In some embodiments, outer CV joint 602 is affixed to wheel hub534 by a detent and a plunge pin assembly. In some embodiments, theinner (or outer) CV joint 600 is detached from the front differential 98(or wheel hub 534) by axially moving or plunging the plunge pin torelease the detent assembly, allowing the CV joint (more broadly, thedriven system) to be removed. It is beneficial to provide an easilyaccessible mechanism for mechanically plunging the plunge pin to allowthe joint assembly to be easily removed, as described in more detailbelow with respect to FIGS. 11A to 20D.

Referring now to FIGS. 10A-10D, a rear drive/suspension system is shownwhich includes transaxle 90, rear half-shaft 550, rear suspension 552,and wheel 554. Transaxle 90 is configured to be coupled to rearhalf-shaft 550, wherein transaxle provides mechanical power to rearhalf-shaft 550 that is communicated to wheel 554. In this embodiment,transaxle 90 represents a drive system and rear half-shaft 550 and wheel554 represents a driven system.

In some embodiments, rear half-shaft 550 includes inner and outerconstant velocity (CV) joints 558 and 560, respectively. Boot coversincluded over CV joints 558 and 560 have been removed in this view. Inthe embodiment shown in FIG. 10A, external splines on the inner end ofrear half-shaft 550—referred to herein as coupling shaft 562—interactwith internal splines 556 on the transaxle 90. Similarly, externalsplines located on the outer end of rear half-shaft 550—referred toherein as coupling shaft 566—interact with internal splines (not shown)on wheel hub 574 to thereby drive the wheel hub 574 and wheel 554. Inthe embodiment shown in FIG. 10A, transaxle 90 is coupled to rearhalf-shaft 550 via CV joint 558. Likewise, as shown in the embodiment ofFIG. 10A, rear half-shaft 550 is coupled to wheel hub 574 via CV joint560. In some embodiments, a brake rotor 570 is coupled to the wheel hub574 inwardly of the flange portions of wheel hub 574.

In some embodiments, inner CV joint 558 is affixed to transaxle 90 by adetent and a plunge pin assembly, discussed in more detail below. Asshown in FIG. 10B, an aperture/opening 575 provided on CV joint 558provides an easily accessible means for activating the plunge pin andreleasing the detent, allowing the rear half-shaft 550 to be de-coupledor disengaged from transaxle 90. One or more of the CV joints 600 and602 shown in FIG. 9 may include an aperture similar to aperture 575shown in FIG. 10B. In some embodiments, outer CV joint 560 is affixed towheel hub 574 by a detent and a plunge pin assembly which, in someembodiments, includes a similar aperture in CV joint 560 to that shownin FIG. 10B. In some embodiments, the inner (or outer) CV joint 558 isdetached from the rear transaxle 90 (or wheel hub 574) by axially movingor plunging the plunge pin to release the detent assembly, allowing theCV joint (more broadly, the driven system) to be removed.

FIG. 10C is a cross-sectional view of the inner CV joint 558 attached tothe transaxle 90 taken along line 10-10 shown in FIG. 10B. In order toshow the interior of the spool, the CV joint shown on the left-hand sideof FIG. 10B is not shown in FIG. 10C. Inner CV joint 558 includescoupling shaft 562 having external splines that interact or couple withinternal or female splines 556 included in transaxle 90 (as shown inFIG. 10A). For example, in the embodiment shown in FIGS. 10C and 10D,internal spline 556 associated with the CV joint on the left-hand sideof FIG. 10B is shown, while internal spline 556 associated withright-hand side CV joint 558 is identified in FIG. 10C by the change(decrease) in inner radius indicative of the internal spline 556.

FIG. 10D is a magnified view of the region within circle 647 as shown inFIG. 10C. As shown in FIGS. 10C and 10D, coupling shaft 562 is retainedaxially by first retaining device 644, which may take the form of acirclip, a snap ring, a coil spring, or a crest wave spring. Firstretaining device 644 may be implemented using either an internalretaining device or an external retaining device, each of which isdescribed below. During operation, the first retaining device 644prevents lateral (i.e., axial) movement of coupling shaft 562 due toengagement of the first retaining device 644 with shoulder 649 ofinternal spline 556. In some embodiments, shoulder 649 is defined by achange in cylindrical radius from an outer radius to an inner radius. Insome embodiments, the change in radius defines a ramp or inclinationbetween the inner radius and the outer radius, rather than an abruptchange. When plunge pin 620 is uncompressed (or engaged) as shown inFIGS. 10C and 10D, transfer pins 646 are pushed outwardly by retainingportion 652 of the plunge pin 620. In embodiments in which firstretaining device 644 is an internal retaining device, the natural oruncompressed state of the retaining device is expanded to the outerradius to prevent axial movement of the coupling shaft 562 relative tothe drive system. To disengage and remove coupling shaft 562, inaddition to compressing plunge pin 620, axial force is applied tocoupling shaft 562 (more generally, to CV joint 558) such that shoulder649 acts to compress the first retaining device 644 radially inward,which is allowed due to the movement of transfer pins 646 radiallyinward as a result of plunge pin 620 being compressed. In someembodiments, a ramp geometry of shoulder 649 allows axial force appliedto coupling shaft 562 to cause first retaining device 644 to becompressed radially inward. In embodiments in which first retainingdevice 644 is an external retaining device, the natural or uncompressedstate of the retaining device is contracted to the inner radius (to fitwithin groove 645 (shown in FIG. 12)). In the operational state—in whichplunge pin 620 is uncompressed—transfer pins 646 act to spring firstretaining device 644 outward, which engages the shoulder 649 of internalsplines 556 and prevents axial movement of the coupling shaft 562 (andtherefore inner CV joint 558) relative to the drive system. When plungepin 620 is compressed, transfer pins 646 are biased inward by firstretaining device 644 as it returns to a natural or uncompressed state,in which first retaining device 644 fits within a groove 645 (shown inFIG. 12, for example) until retaining device 644 is no longer restrainedaxially by shoulder 649. This allows coupling shaft 562 to be removed inan axially direction from the internal spline 556 of transaxle 90. Inthe embodiment shown in FIG. 10D, the geometry of neck portion 653defines a recess in plunge pin 620 having a ramp profile that allowstransfer pins 646 to slide radially inward in response to axial movementof the plunge pin 620. The ramp profile of neck portion 653 also allowsfor plunge pin 620 to be positioned in the uncompressed or operationalstate by allowing transfer pins 646 to slide along the ramp as they moveradially outward.

Referring now to FIGS. 11A-11E, rear half-shaft 550 is illustrated thatincludes inner CV joint 558 and outer CV joint 560. Although referenceis made to the coupling of rear half-shaft 550 to transaxle 90, thedescription can also apply to the coupling of front half-shaft 82 tofront differential 98 as shown in FIG. 8. In both examples, thesecomponents comprise a driven system which would in turn be connected toa drive system (e.g., front differential, rear transaxle, reardifferential, etc.). Inner CV joint 558 connects coupling shaft 562 todriven shaft 564, wherein coupling shaft 562 connects driven shaft 564to a drive system such as the transaxle. Outer CV joint 560 couplesdriven shaft 564 to coupling shaft 566, which in turn is coupled to adriven system such as wheel hub 568. A tool 614 is utilized to actuate aplunge pin assembly that includes plunge pin 620, allowing the drivensystem—including coupling shaft 562 and inner CV joint 558—to be removedfrom the drive system (e.g., transaxle 90 shown in FIGS. 10A-10B).

FIG. 11D is a cross-sectional view of rear half-shaft 550 taken alongline 11-11 shown in FIG. 11C. In the embodiment shown in FIG. 11D, innerCV joint 558 includes plunge pin 620, race 622, housing 624, ballbearings 626, grooves 628, and cage 630. Outer CV joint 560 includesgrooves 632, ball bearing 634, race 636, cage 638, and housing 640.

In some embodiments, coupling shaft 562 may extend from or be integrallyformed with the housing 624. The coupling shaft 562 includes outersplines that engage, for example, a spool in the drive system (notshown). In some embodiments, the housing 624 includes six ball tracks orgrooves 628 located on an inner surface of the housing 624. The grooves628 allow for the ball bearings 626 to traverse with minimal frictionand minimal heat generation. The ball bearings 626 are held betweengrooves 628 of housing 624, cage 630 and race 636. In some embodiments,the cage 630 includes a plurality of windows that are aligned with thesix ball tracks or grooves 628, wherein each window acts to retain eachof the six ball bearings 626. In addition, the race 636 retains the ballbearings 626 in place by aligning the legs of the race 636 with the webbetween the windows of cage 630. As a result, the joint allows for largeangular changes between coupling shaft 562 and driven shaft 564, whilemaintaining a constant velocity. Similar components are utilized in theouter CV joint 560, including a housing 640 having grooves 632, ballbearings 634, cage 638 and race 636. Once again, these components allowfor large angular changes between driven shaft 564 and the couplingshaft 566, while maintaining a constant velocity between the drivenshaft 564 and coupling shaft 566.

In the embodiment shown in FIG. 11D, inner CV joint 558 includes aplunge pin 620 that is utilized to disengage coupling shaft 562 from thedrive system. In some embodiments, actuation pin 642 (or separate tool)is utilized to actuate plunge pin 620 to allow coupling shaft 562 todisengage from the drive system. In the embodiment shown in FIG. 11D,tool 614 is utilized during the disengagement process to rotateactuation pin 642, thereby actuating plunge pin 620 and allowing fordisengagement of the coupling shaft 562 from the drive system.

Referring to FIG. 11E, the cross-section of inner CV joint 558illustrates ball spline 611 utilized to couple shaft 609 to driven shaft564. Ball spline 611 permits axial movement (axle plunge) of the innerCV joint 558 with respect to driven shaft 564.

Referring to FIG. 12, an exploded view of some of the componentsincluded in the inner CV joint 558 is shown, including housing 624,plunge pin 620, and coupling shaft 562. In the embodiment shown in FIG.12, coupling shaft 562 includes an outer splined surface that ismechanically coupled to an inner splined surface of the drive system(not shown). Engagement of the coupling shaft 562 to the drive system ismaintained by detent assembly that includes first retaining device 644,groove 645, and one or more transfer pins 646. Plunge pin 620, biasspring 648 and second retaining device 650 are received within couplingshaft 562. Plunge pin 620 includes a retaining portion 652, a narrowerneck portion 653, a body 655, and a contact head 654. Retaining portion652 has an outer radius greater than neck portion 653. In someembodiments, the retaining portion 652 ramps from the outer radius tothe inner radius of the neck portion 653. The ramp between the retainingportion 652 and narrower neck portion 653 allows transfer pins 646 tomove radially inward and outward in response to plunge pin 620 movingaxially in and out. Actuation pin 652 is received within aperture 575and includes recessed portion 643. In some embodiments, actuation pin652 is generally cylindrical, with recessed portion 643 having ageometry selected to interface with contact head 654 of plunge pin 620,as shown in FIG. 13D.

In some embodiments, the biasing member 648 may take the form of a wavespring or coil spring. Likewise, the first retaining device 644 may takethe form of a circlip, a snap ring, a coil spring, or a crest wavespring and the second retaining device 650 may take the form of aretaining ring. By way of example, the circlip, snap ring, coil spring,or crest wave spring includes a semi-flexible metal ring with open endswhich can be snapped into place into groove 645 formed in the couplingshaft 562 for first retaining device 644 or similarly within a grooveformed within housing for second retaining device 650. As discussedabove with respect to FIGS. 10C and 10D, first retaining device 644 maybe either an internal retaining device or an external retaining device.In both embodiments, the first retaining device 644 prevents lateral(i.e., axial) movement of coupling shaft 562 due to engagement of thefirst retaining device 644 with the shoulder 649 of internal splinedsurface 556 (shown in FIGS. 10C and 10D) of the drive system. Whenplunge pin 620 is uncompressed (or engaged), transfer pins 646 arepushed outwardly by the retaining portion 652 which, in someembodiments, is located at the first end 652 of plunge pin 620. Whenplunge pin 620 is compressed, transfer pins 646 are biased radiallyinward by first retaining device 644 into the recess defined by neckportion 653 of plunge pin 620, allowing first retaining device 644 tomove radially inward (either as a result of returning to a natural stateor as the result of axial force applied to coupling shaft 562 and moregenerally to CV joint 558) into groove 645. As a result, coupling shaft562 can be disengaged from the drive system. As described in more detailbelow, plunge pin 620 is actuated in an axial direction to facilitateinstallation or removal of coupling shaft 562 via the actuation pin 642and the tool 614 utilized to rotate actuation pin 642. In someembodiments, tool 614 may be implemented as an L-wrench or hex keywrench. An aperture or opening 575 in housing 624 is configured toreceive actuation pin 642 and to make one end (referred to herein as theproximate end) of actuation pin 642 accessible to tool 614. For example,the proximate end of actuation pin 642 may include a hexagonal geometryconfigured to interact with the hex key wrench to allow the Allen wrenchto exert a rotational force on the actuation pin 642. As shown in FIG.12, actuation pin 642 extends in a direction non-parallel to thedirection plunge pin 620 is biased or actuated to engage/disengage thecoupling shaft 562 from the drive system. In some embodiments, actuationpin 642 extends in a direction transverse or perpendicular to thedirection in which plunge pin 620 is biased or actuated toengage/disengage the coupling shaft 562 from the drive system.

FIGS. 13A and 13B illustrate a top view of the inner CV joint 558 and aside view of the CV joint 558, respectively. FIG. 13C illustrates an endview of CV joint 558 and FIG. 13D illustrates a cross-sectional viewtaken along line 13-13 shown in FIG. 13C in which the plunge pin 620 isuncompressed and the detent assembly that includes transfer pins 646 andfirst retaining device 644 is in the engaged position—maintainingengagement between coupling shaft 562 and the drive system for normaloperation. Plunge pin 652 is received within coupler shaft 562. Firstend 652 includes a retaining and a necked down portion. Bias spring 648acts to bias plunge pin 620 axially in a direction toward actuation pin642. In the embodiment shown in FIG. 13D, actuation pin 642 includes arecessed portion 643 (shown in FIG. 12) that is configured to receivethe contact head 654 associated with plunge pin 620. When the contacthead 654 is located within the recessed portion 643 of actuation pin642, the retaining portion 652 of plunge pin 620 remains in contact withtransfer pins 646, which in turn remain in contact with first retainingdevice 644. In this position, first retaining device 644 extends atleast partially radially outward of the shoulder portion 649 of theexternal splines associated with coupling shaft 562, thereby maintainingengagement of coupling shaft 562 with the drive system to which it iscoupled and allowing for normal operation. It should be noted, duringnormal operation, tool 614 is removed from the system, only beingutilized to engage or disengage CV joint 558 from the drive system.

FIGS. 14A-14D illustrate disengagement of coupling shaft 562 viaactuation (i.e., compression) of plunge pin 620 by rotation of actuationpin 642. To disengage coupling shaft 562 from the drive system,actuation pin 642 is rotated (e.g., by tool 614, utilized only duringthis operation) such that the recessed portion 643 of actuation pin 642is rotated away from contact head 654 of plunge pin 620. The largerdiameter portion of actuation pin 642 engages contact head 654, andcauses plunge pin 620 to be biased in an axial direction. The actuationof plunge pin 620 compresses bias spring 648 and causes transfer pins646 to fall within the recess defined by neck portion 653 of plunge pin620. As the transfer pins 646 move radially inward, first retainingdevice 644 is allowed to move radially inward into groove 645. In thisway, the detent mechanism is moved and allows the disengagement ofcoupling shaft 562 from the drive system by sliding coupling shaft 562(and associated components) in an axial direction away from the drivesystem. In some embodiments, the recessed portion 643 included onactuation pin 642 requires actuation pin 642 to be rotated approximately90 degrees.

Referring now to FIGS. 15, 16A-16C and 17A-17C, CV joint assembly 558′utilizes the same or similar components to those described with respectto FIGS. 12, 13A-13D and 14A-14D and the same reference numerals areutilized for the same or similar components. In some embodiments, ratherthan actuation of the detent assembly via rotation of the actuation pin642 using a tool 614, the detent assembly is actuated via linear forceapplied to actuation pin 660. In this embodiment, actuation pin 660 onceagain includes a recessed portion 663 configured to engage with thecontact head 654 of plunge pin 620. Bias spring 662 is seated within thechamber that retains actuation pin 660 and acts to bias the actuationpin 660 to maintain the contact head 654 of plunge pin 620 in contactwith the recessed portion 663 of actuation pin 660. In this embodiment,actuation pin 660 extends in a direction non-parallel to the directionplunge pin 620 is biased or actuated to engage/disengage the couplingshaft 562 from the drive system. In some embodiments, actuation pin 660extends in a direction transverse or perpendicular to the direction inwhich plunge pin 620 is biased or actuated to engage/disengage thecoupling shaft 562 from the drive system.

FIGS. 16A-16C illustrates the CV joint 558′ in an engaged or“uncompressed” state for operation. In this state, plunge pin 620 andbias spring 648 are uncompressed and the detent assembly that includestransfer pins 646 and first retaining device 644 is in the engagedposition—maintaining engagement between coupling shaft 562 and the drivesystem. In the embodiment shown in FIG. 16C, actuation pin 660 includesa recessed portion 663 that is configured to receive the contact head654 associated with plunge pin 620. When the contact head 654 is locatedwithin the recessed portion 663 of actuation pin 660, the retainingportion 652 of plunge pin 620 remains in contact with transfer pins 646,which in turn remain in contact with first retaining device 644. In thisposition, first retaining device 644 extends at least partially radiallyoutward of external splines associated with coupling shaft 562, therebymaintaining engagement of coupling shaft 562 with the drive system towhich it is coupled. In this state, bias spring 662 is uncompressed.Actuation pin 660 may be retained within the housing 624 by a cap (notshown) placed over the aperture 575 in housing 624 configured to receiveactuation pin 660. In other embodiments, a retaining ring or similarmechanism is utilized to ensure that actuation pin 642 remains incontact with plunge pin 620. In still other embodiments, the lack offorce applied by bias spring 662 combined with the capture of contacthead within the recessed portion 663 of actuation pin 660 maintainsactuation pin 660 within housing 624.

FIGS. 17A-17C illustrate disengagement of coupling shaft 562 viaactuation (i.e., compression) of plunge pin 620 by applying a linearforce to actuation pin 660, thereby compressing bias spring 662 anddisplacing the recessed portion 663 of actuation pin 660 from contactwith plunge pin 620. As non-recessed portions of actuation pin 660contact plunge pin 620, the plunge pin 620 is actuated axially and biasspring 648 is compressed, which results in transfer pins 646 moving intothe recess defined by neck portion 653 of plunge pin 620. As the pins646 move radially inward, first retaining device 644 either returns to anatural (uncompressed state) within groove 645 (e.g., external retainingring) or is compressed into groove 645 via application of axial force tocoupling shaft 562 (e.g., internal retaining ring). In this way, thedetent mechanism is moved and allows the disengagement of coupling shaft562 from the drive system by sliding coupling shaft 562 (and associatedcomponents) in an axial direction away from the drive system. In someembodiments, actuation pin 660 must maintain bias spring 662 in acompressed state to disengage the coupling shaft 562 from the drivesystem. In some embodiments, actuation pin 660 can be actuated radiallyinward (as described here) only. In other embodiments, actuation pin 660can be actuated radially inward and then rotated to capture theactuation pin 660 in a compressed state to allow disengagement ofcoupling shaft 562 without having to maintain force on actuation pin 660in a radially inward direction during disengagement. In otherembodiments, actuation pin can be actuated radially inward and thenrotated such that the recessed portion 663 in actuation pin 660 is nolonger aligned with the contact head 654 of plunge pin 620, such thateven if actuation pin 660 is allowed to return to an uncompressed statethe plunge pin 620 remains in a compressed state to allow fordisengagement of the coupling shaft 562.

Referring now to FIGS. 18, 19A-19C and 20A-20C, CV joint assembly 558″utilizes the same or similar components to those described with respectto FIGS. 11, 12A-12D, 14A-14D, 15, 16A-16C and 17A-17A and the samereference numerals are utilized for the same or similar components. Insome embodiments, rather than actuation of the detent assembly via anactuation pin permanently housed within the housing 624, a tool 670 isutilized in place of the actuation pin when necessary to disengage orremove the driven system from the drive system. For example, in theembodiment shown in FIG. 18, tool 670 is only inserted within housing624 when it is required to remove or install coupling shaft 562 from thedrive system. Otherwise, a cap or insert (not shown) may be utilized tocover the aperture 575 in housing 624 to prevent foreign debris orparticles from entering the interior of housing 624. In this embodiment,tool 670 has a diameter that allows it to be placed within the aperture575 in housing 624 and may have a tip geometry that allows the tool 670to engage with the contact head 654 of plunge pin 620. However, becausetool 670 is not maintained within housing 624 during normal operation,tool 670 does not require a recessed portion for receiving the contacthead of plunge pin 620. In some embodiments, the interior of housing 624may include a guide that simplifies insertion of the tool 670 to makeand maintain contact between tool 670 and the contact head of plunge pin620. In some embodiments, tool 670 is inserted in a directionnon-parallel to the direction plunge pin 620 is biased or actuated toengage/disengage the coupling shaft 562 from the drive system. In someembodiments, tool 670 is inserted in a direction transverse orperpendicular to the direction in which plunge pin 620 is biased oractuated to engage/disengage the coupling shaft 562 from the drivesystem.

FIGS. 19A-19D illustrates the CV joint assembly 558″ in an engaged or“uncompressed” state for operation. In this state, plunge pin 620 andbias spring 648 are uncompressed and the detent assembly that includestransfer pints 646 and first retaining device 644 is in the engagedposition—maintaining engagement between coupling shaft 562 and the drivesystem. In contrast with previous embodiments, no actuation pin ispresent during normal operation in which plunge pin 620 and bias spring648 are uncompressed. In some embodiments, plunge pin 620 is retainedwithin housing by second retainer device 650. In this position, firstretainer device 644 extends at least partially radially outward ofexternal splines provided on coupling shaft 562 to engage with theinternal splines 556 associated with the drive system, therebymaintaining engagement of coupling shaft 562 with the drive system towhich it is coupled. In this state, bias spring 662 is uncompressed.During operation tool 670 may be removed entirely from housing 624 asshown in FIGS. 19A-19D and a cap or insert may be placed in aperture oropening 575 to prevent debris or foreign particles from entering thecavity of housing 624.

FIGS. 20A-20D illustrate disengagement of coupling shaft 562 viaactuation (i.e., compression) of plunge pin 620 by inserting tool 670through an aperture on housing 624, wherein tool 670 comes into contactwith the contact head 654 of plunge pin 620, actuating plunge pin 620such that bias spring 648 is compressed, which results in transfer pins646 being moved radially inward into the recess defined by neck portion653 of plunge pin 620. As the pins 646 move radially inward, firstretaining device 644 is allowed to move radially inward into groove 645.In this way, the detent mechanism is moved and allows the disengagementof coupling shaft 562 from the drive system by sliding coupling shaft562 (and associated components) in an axial direction away from thedrive system. To reinstall coupling shaft 562, tool 670 maintains plungepin 620 and bias spring 648 in a compressed state.

Referring now to FIGS. 21A-24, an embodiment is illustrated in whichactuation pin 670′ actuates plunge pin 620′ by rotating the plunge pin.FIG. 21A-21B are end views of the CV joint 558′ in an operational stateand a non-operational state according to some embodiments. Inparticular, FIG. 21A illustrates CV joint 558′″ in an operational statein which CV joint 558′″ is coupled to the drive system. FIG. 21Billustrates CV joint 558′″ in a non-operational or disengaged state inwhich CV joint 558′ is disengaged or decoupled from the drive system.

In the embodiment shown in FIGS. 21A-21B, to disengage or decouple CVjoint 558′ from the drive system actuation tool 670′ is inserted throughhousing 624 and placed into contact with the contact head portion of theplunge pin 620′. In this embodiment, actuation tool 670′ is offsetslightly from the centerline of plunge pin 620′, such that actuationtool 670′ contacts plunge pin 620′ toward the outer radius of thecontact head, which includes a raised portion 700 that is contacted byactuation tool 670′. In this embodiment, actuation tool 670′ is actuatedin a direction that is non-parallel with the centerline of plunge pin620′. As actuation tool 670′ is actuated in a radial inward direction,actuation tool 670′ contacts raised portion 700 and causes plunge pin620′ to rotate about its centerline, as shown in FIG. 21B. As describedin more detail with respect to FIGS. 23 and 24, rotation of plunge pin620′ results in disengagement of CV joint 558′″ from the drive system.

Referring now to FIGS. 22-24, the operation of FIG. 22 is a perspectiveview of a plunge pin according to some embodiments. In the embodimentshown in FIG. 22, plunge pin includes first end 652′ and second end 654′includes a contact head portion having a flange and a raised portion 700for interacting with actuation tool 670′. First end 652′ includes amaximum radius portion 702 and a minimum radius portion 704. FIG. 24 isa cross-sectional view of the first end 652′ of plunge pin 620′ takenalong line 23-23. As shown in FIG. 24, the first end includes a maximumradius portion 702 and a minimum radius portion 704. When plunge pin620′ is in the operational or engaged state, transfer pins 646 (shown inFIG. 24) maintain contact with the maximum radius portion 702 of plungepin 620′. When plunge pin 620′ is in the non-operational state—whereinit has been rotated via actuation of actuation tool 670′—transfer pinsare aligned with the minimum radius portion 704 of plunge pin 620′ andtherefore move radially inward, allowing the CV joint 558′″ to bedisengaged from the drive system.

While the invention has been described with reference to an exemplaryembodiment(s), it will be understood by those skilled in the art thatvarious changes may be made and equivalents may be substituted forelements thereof without departing from the scope of the invention. Inaddition, many modifications may be made to adapt a particular situationor material to the teachings of the invention without departing from theessential scope thereof. Therefore, it is intended that the inventionnot be limited to the particular embodiment(s) disclosed, but that theinvention will include all embodiments falling within the scope of theappended claims.

What is claimed is:
 1. An off-road vehicle comprising: a frame; apassenger compartment; a driveline that includes at least a drive systemand a driven system; a constant velocity (CV) joint coupled to providepower from the drive system to the driven system, wherein the CV-jointcomprises: a housing having a first end for engaging a driven shaft anda second end opposite the first end; a coupling shaft located at thesecond end of the housing, the coupling shaft configured for engagementwith the drive system; a detent extending to an outer periphery of thecoupling shaft and configured to maintain engagement between thecoupling shaft and the drive system; a plunge pin disposed at leastpartially within the coupling shaft and movable relative thereto, theplunge pin having a first position that maintains the detent in anengaged position with the drive system and a second position in whichthe plunge pin is moved away from the first end of the housing to permitdisengagement of the detent with the drive system; and an actuation pinlocated adjacent to the plunge pin and extending in a directionnon-parallel to the plunge pin, wherein the actuation pin has a firstend that is accessible via an aperture in the housing, wherein actuationof the actuation pin determines whether the plunge pin is in the firstposition or the second position.
 2. The off-road vehicle of claim 1,wherein, when the plunge pin is in the first position the actuation pinis oriented in a first configuration and when the plunge pin is in thesecond position, the actuation pin is oriented in a secondconfiguration; the second configuration being rotated about itscenterline axis relative to the first configuration.
 3. The off-roadvehicle of claim 2, wherein the actuation pin is rotated approximately90 degrees to actuate the plunge pin between the first position and thesecond position.
 4. The off-road vehicle of claim 1, wherein theactuation pin includes a first portion recessed from an outer peripheryof the actuation pin that is in contact with the plunge pin when theplunge pin is in the first position.
 5. The off-road vehicle of claim 4,wherein the plunge pin is in contact with the outer periphery of theactuation pin when the plunge pin is in the second position.
 6. Theoff-road vehicle of claim 5, wherein the actuation pin rotates about acenterline axis to selectively place the plunge pin in contact with thefirst portion of the actuation pin or the outer periphery of theactuation pin.
 7. The off-road vehicle of claim 5, wherein the actuationpin moves in an axial direction transverse to an axis of the plunge pinto selectively place the plunge pin in contact with the first portion ofthe actuation pin or the outer periphery of the actuation pin.
 8. Theoff-road vehicle of claim 7, wherein the actuation pin has a second endopposite the first end, wherein a bias spring is in contact with thesecond end, wherein the bias spring is compressed to place the plungepin in contact with the outer periphery of the actuation pin.
 9. Theoff-road vehicle of claim 1, wherein the plunge pin further includes abias spring that is uncompressed when the plunge pin is in the firstposition and compressed when the plunge pin is in the second position.10. The off-road vehicle of claim 1, wherein the drive system is a transaxle and the driven system includes a rear half-shaft and a joint. 11.The off-road vehicle of claim 10, wherein the joint is a constantvelocity (CV) joint.
 12. The off-road vehicle of claim 1, wherein thedrive system is a front differential and the driven system includes afront half-shaft and a joint.
 13. The off-road vehicle of claim 12,wherein the joint is a constant velocity (CV) joint.
 14. A constantvelocity joint comprising: a housing having a first end for engaging adriven shaft and a second end opposite the first end; a coupling shaftlocated at the second end of the housing, the coupling shaft configuredfor engagement with a drive system; a detent extending to an outerperiphery of the coupling shaft and configured to maintain engagementbetween the coupling shaft and the drive system during operation; aplunge pin disposed at least partially within the coupling shaft andmovable relative thereto, the plunge pin having a first position thatmaintains the detent in an engaged position with the drive system and asecond position in which the plunge pin is moved away from the first endof the housing to permit disengagement of the detent with the drivesystem; and an actuation pin located adjacent to the plunge pin andextending in a direction non-parallel to the plunge pin, wherein theactuation pin has a first end that is accessible via an aperture in thehousing, wherein actuation of the actuation pin determines whether theplunge pin is in the first position or the second position.
 15. Theconstant velocity joint of claim 14, wherein the actuation pin includesa first portion recessed from an outer periphery of the actuation pinthat is in contact with the plunge pin when the plunge pin is in thefirst position.
 16. The constant velocity joint of claim 15, wherein theplunge pin is in contact with the outer periphery of the actuation pinwhen the plunge pin is in the second position.
 17. The constant velocityjoint of claim 16, wherein the actuation pin is rotated to selectivelyplace that plunge pin in contact with the first portion of the actuationpin or the outer periphery of the actuation pin.
 18. The constantvelocity joint of claim 16, wherein the actuation pin is moved in anaxial direction transverse to an axis of the plunge pin to selectivelyplace the plunge pin in contact with the first portion of the actuationpin or the outer periphery of the actuation pin.
 19. The constantvelocity joint of claim 18, wherein the actuation pin has a second endopposite the first end, wherein a bias spring is in contact with thesecond end, wherein the bias spring is compressed to place the plungepin in contact with the outer periphery of the actuation pin.
 20. Aconstant velocity (CV) joint assembly comprising: a CV housing having aradially extending aperture and coupling shaft extending from thehousing, the coupling shaft defining a hollow portion therein; a plungepin extending within at least a portion of the hollow portion of thecoupling shaft, the plunge pin having a first configuration and a secondconfiguration in which the plunge pin is axially offset from the firstconfiguration; and an actuation pin extending within the aperture, theactuation pin having a recessed portion, wherein at least a portion ofthe plunge pin is in contact with the actuation pin in both the firstand second configurations and, in the first or second configuration atleast a portion of the plunge pin is in contact with the recessedportion.